Car Review: 2005 Ford Mustang

2005 Ford Mustang

Handout, Ford

by
Grant Yoxon, Canwest News Service | August 10, 2011

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LOS ANGELES – For 40 years, the Ford Mustang has delivered the biggest bang for the buck.

Sporty styling, available V-8 power, affordable price — no wonder more than 8 million Mustangs have been sold since 1964, when people mobbed dealerships for a first look at the then radical new “pony car.”

With rare exceptions, the Mustang has given buyers what they want. And with a new, fifth-generation issue that starts at $23,795 with V-6 engine and $32,795 for the sharp-handling, 300-horsepower GT, the latest Mustang easily lives up to its tradition as a high-performance price leader. Coupe versions are on their way to dealers now, with a convertible to follow next year.

But price is just the first volley in Ford’s remake of its workhorse. Styling is certain to get attention, with a look that’s noticeably retro.

Driving the 2005 Mustang in Southern California during a press preview, we were greeted by waves and honking horns. People rolled down their windows at traffic lights to give us the thumbs-up and voice their approval. When we stopped, others rolled off the highway to walk around and admire the new Mustang.

This model digs deeper into its past than any recent Mustang, drawing particular inspiration from the 1967-68 Mustang Fastback. The cues are everywhere — in the three-bar taillights, the side C-scoops, the flat grille with large round fog lights bracketing a galloping pony, the chrome “spinners” on the V-6 model’s optional wheels, and the new-old colours: Windveil Blue and Legend Lime.

Some may say Ford has gone back too far. In previous redesigns, the automaker always moved Mustang styling ahead while still paying tribute to its heritage. This version appears, at least to me, to be too much retro and not enough modern.

But if the reception we received is an indication, I’m in the minority here.

The Mustang’s retro looks also cover some retro technology. V-8 power may be unusual at a time when many six-cylinder cars are pushing 300 horsepower, but the solid “live” rear axle is a museum piece — although in this case, controlled with the addition of a panhard rod to the three-link suspension, it’s from the museum of modern art.

The V-8 in the ’05 Mustang GT also proves thoroughly modern, with aluminum block and heads, coil-on-spark ignition and electronic, drive-by-wire throttle.

Three valves per cylinder and variable cam timing help push output of the 4.6-litre, single-overhead-cam motor to 300 h.p. — a full 40 more than ’04 — and 320 pound-feet of torque.

With high-test fuel closing on a dollar a litre, V-8-powered coupes have become the playthings of the wealthy. But this pony is built for the proletariat. It’s the least expensive V-8 coupe available, and runs on regular unleaded fuel.

Moving to an all-aluminum engine trims 34 kilograms (75 pounds) from the cast-iron version, lifting a load from the front suspension that has debilitated earlier-generation Mustangs. Now the GT hooks up with ease when you bang the throttle, and power turns no longer threaten to bring the back end around.

Of course, better front-to-rear weight distribution isn’t the only reason for improved ride and handling.

Despite its links with the past, the 2005 Mustang rides on a completely new chassis. The 2,720-millimetre wheelbase is an increase of 147 mm (six inches) from 2004. Overall, the car is 120 mm longer, 48 mm higher. The track has been widened 61 mm (2.4 inches) front and rear.

The front independent suspension with MacPherson struts is anchored by a beefy, 34-mm tubular stabilizer bar.

And the live axle, a historic piece of equipment when every four-door sedan has a fully independent rear suspension (IRS), has become civilized with the introduction of the panhard rod.

Well, civilized to a point — the axle can deliver enough power to the pavement to kick out the car’s back end in one of those wonderful power slides that have always defined the Mustang (as much as they were a curse that put many unwary drivers into the weeds or snow).

Ford says it decided to stay with the solid rear axle because its surveys found current owners liked it and didn’t want it to change. I wonder how many owners of the IRS-equipped SVT Mustang Cobra would agree?

The brakes have also been beefed up with 12.4-in. ventilated front discs (11.4 in on V-6 cars), and 11.8-in rear discs, vented on V-8, solid on V-6. Both GT and V-6 brakes in 2004 were 10.8 in. front and 10.5 in. rear. Four-channel antilock brakes and traction control are standard equipment on the GT, but they can be deactivated with a dash button.

Despite my reservations about the solid axle, driving the GT through the mountains and canyons of Southern California was thrilling. The new V-8 coupe had a smooth and comfortable ride and handled the twists and turns with ease.

With and without traction control, the car cut corners better than any previous GT. Even on rough pavement, the panhard kept the rear axle well planted, without a hint of wheel hop or unexpected lateral movement.

The same could not be said for the V-6 coupe we tested. With a smaller front stabilizer bar (28.6 mm), no rear stabilizer and tires (P215/65R16) that looked and behaved like they came from the 1960s, we quickly lost confidence in its high-speed handling and decided to keep the automatic-equipped V-6 to reasonable cruising speeds.

The base coupe’s V-6 is also new for 2005. A 4.0-litre, 60-degree, single-overhead-cam design, it replaces the 3.8-litre, 90-degree pushrod V-6 in the 2004 model. Output is rated at 210 h.p (up by 17) and 240 lb.-ft of torque (up 15).

In both V-8 and V-6 models, buyers can choose between a five-speed automatic transmission and a five-speed manual — a Tremec T-5 in the V-6, and a Tremec 3650 in the GT. The latter shifts easily and precisely with a slightly notchy feel. Clutch feel is also relatively light. Gone are the days when a Mustang clutch pedal felt like an anchor attached to your foot.

GTs come with additional standard features such as fog lights, 17-inch aluminum wheels (V-6s get 16-inch aluminum) and Shaker 500 audio system with six-disc and MP3 player (single CD on V-6).

Options are restricted to interior upgrades, anti-theft system and front-seat side air bags.

The interior is rather plain in base trim. We also noticed some fit-and-finish issues, which might be due to the pre-production nature of the cars we drove.

Two large round ’67-style gauges — tach on left, speedometer on right — dominate the instrument panel, with air vents continuing at the same level on a flat-panel dash. White-on-black script on the gauges is also ’60s-reminiscent.

Much more appealing is the optional upgrade package that adds a variety of aluminum trim pieces and magically transports the gauges into the 21st century, with backlighting available in 125 different driver-selectable colours. An additional colour accent package adds red leather upholstery and red door trim inserts and floor mats.

While a well-equipped ’67 Mustang came with a radio, 2005 models have an optional 1,000-watt sound system.

With its longer wheelbase, the 2005 Mustang gives rear passengers some added and much needed legroom, at least on paper. But with the driver’s seat moved to its rear-most position, those passenger’s legs had better be thin. Trunk space is adequate at about 365 litres (13 cubic feet), expandable through a large pass-through and folding rear seats.

But most people who buy a Mustang, especially a V-8 Mustang, will not be overly concerned by restricted luggage or rear legroom. For them, the attraction is a good-looking ride that drives as well as it looks.

In this respect, the 2005 Mustang is a winner. The perennial pony car still delivers the biggest bang for the buck.

This report is based on a presentation by the manufacturer, which paid the writer’s travel costs.

2005 Ford Mustang

Type: Rear-drive coupe

Arrival: Mid-November

Base price: $23,795 (V-6), $32,795 (V-8)

Notable: New engines, new-old styling, much improved ride and handling